Turbine locomotive



April 7, 1925. 1,532,319

' R. KLINGELHOFFER TURBINE LOCOMOTIVE Filed Jan.- 22. 1924 3Sheets-Sheet 1 April 7, 1925. I 1,532,319

R. KLINGELHC5FFER TURBINE LOCOMOTIVE Fi IeEi'Uan. 22. 1924 sSheeti-Shiet 2 April 7, 1925. 1,532,319

R. KLINGELHUFFER TURBINE LOCOMOTIVE Fi1ed, 'Jan. 22. 1924 3 Sheets-Sheet5 Fatented Apr. 7, 1925.

EJMTED sr FFEE.

REIIiI-IARD KLINGELHfiFFEB, 0F VIERDEN-RUHR, GERMANY, ASSIGNOR TO FRIED.KEUPP AKTIENGESELLSCHAFT,; OF ESSENOI TTHE-RUHR, GERMANY.

TURBINE tocorito'rrvn.

To all whom it may concern v Be it known that I, RnrNrrAnn KL NGEL-Herman, residing at Vi erden-Ruhr, Germany, a citizen of the GermanEmpire, have invented a certain new and useful Improvement in TurbineLocomotives, of which the following is a specification.

With locomotives consisting of piston steam engines the main point inbraking the train is only the destroying of the kinetic energy whichcorresponds to the linearly moved mass of the train, since the part ofthe kinetic energy involved by the rotary energy of the rotatingelements (wheel and axles) is comparatively small. With turbinelocomotives, however, the rotary energy of the rotating elements to bedestroyed is very large on account of the high number of revolutions ofthe turbine rotors and of some parts of the gearing transmitting thework of the turbines to the driving axles, so that the said rotaryenergy will act disadvantageously in the braking of the train byincreasing the braking distance.

Now, the invention has for its object to provide a turbine locomotivewith which the disadvantageous influence on the braking i D h theportion of distance of the rotary energy of the rotating elements of theturbines and the parts of the gearing which are in direct connectionwith the said elements, is obviated.

An embodiment ofthe subject-matter of the invention is illustrated inthe accompanying drawing, in which Fig. 1 is a partial side elevation ofa turbine locomotive,

Fig. 2 is a section of a detail on an enlarged scale,

Fig. 3 is an elevation of Fig. 2, and

Figs. 4 to 7 are views of another detail in different positions.

The working steam is supplied to the ahead turbine A of the locomotivefrom the main distributing valve B through the valves and b and theconduits a and a while the valve 6 is in communication with the backturbine B through the conduit a The space 6 (Fig. 2) which is beingclosed by the valve b and which is directly connected with the backturbine bv the conduit a is in communication with a space C which isadapted to be closed by an auxiliary valve E. The space C is connectedby a conduit the steam dome of the locomotive which is not influenced byhim R.

the governor. The valve E is constantly held in contact with a bellcrank lever F by the steam pressure, this lever being mounted forrotationon a pin f and connected by a rod G with a lever H provided inthe drivers cab. The lever H is mounted for free rotation on the shaft-J which serves to throw the train brake in and out. It carries anauxiliary lever K, which is under the action of a spring k and forms alock- I swingingthe brake lever L in the direction of the arrow 00 (Fig.5). The shaft J takes part in' this rotation of the lever L and carriesthe lever H along with it through the intermediary of the coupling a? 70rod G is thus shifted towards the turbine causing a clockwise rotationof the bell crank lever F. The lever F thereby releases the valve E sothat working steam will flow through the conduit 64 into the back tur-The back turbine will therefore tend to rotate in the sense of theastern drive of the train and .Wlll thus exert a braking action on thetrain. The valve E is of such dimensions that, when the train brake isset for rapid action which corresponds to the largest opening of thevalve E, the effort produced by the back turbine during the brakingoperation will be approximately equal to the rotary energy of therotating parts, of the driving engines. When .the train has been causedto stop and the train brake is not allowed to be immediately released(such as for instance when stopping on sloping ground), the locking bolt70 is disengaged from the notch 2' by a pull at the lever K and thelever H returned into its initial position (Figs. 5 and 7). The valve Eis thereby closed again through the shifting of the rigging G F and theback steam is cut off. In order to release the train brake, the lever Lis then likewise returned into its initial position. 'As soon as thelever L has reached its initial. position (Figs. 5 and 7), the lockingbolt 7c will snap again into the notch 2' under the action of the spring70 and re-couple the levers H and L. V

In case the locomotive is mostly used for The running, forwards, whileit should onlv be driven at moderate speed when running backwards, itwill be sufiieient to provide onlythe back, turbine with the'above-destance the ease with tank engines, the ahead turbine mustlikewise be prov d ed with a corresponding device.

,tfafiztbl'l itter, of fact, the braking ofthe rotary one gy of the.rotating, 1. 2- the chiming,-ieuginei may also, be r, vidinguamechanicalrbra thrown in therigging .31.,

Claims:

11. Inna :turbine iloeomotive a train innate and: a, mechanismfor;throwing the train bralzeiinand out, means iordireetlybrakingtheurotary:energy. of t'heorotatin parts of the;turbineuuponn the ,trainbrake being; tl1rownin,zsaid means be e arranged so ELS-JtO JbGPlD posive l engeg nent with the said mechanism during its action Offthrowing-in the-train brake.

2.; Ina turbine locomotive 'con'iprising an ahead turbine and a backturbine, train brake 'and -a mechanisn'rifoii throwing the trainbralieg-in and out, thismechanism be'ing .in positive connection with"an auiziliai'y valve ofithe bacle turbine so as to causenthis;auxiliary valve to be opened and working steam, to be suppliedthroughthis VZLlNG to' the back turbine when: thetrain brake :i s thrown: in.

v in a turbine locomotive comprising an ahead; tirbine andra backturbine, a train brakeeandra meehanisznior throwing the trainvbrake inand: out, an auxiliary valve z, hen-back "turbine, said valvebeingconnected (with the; mechanism. for. throwing, the train: brake inand; out: and adapted; tocbe opened: by the; saidjamechanismwhen thetrainbrake is thrown in for allowingaworlz- 'ingnsteamto flow-into theback turbine for braking purposes :during the running for-- wands oftheglocomotive," and an auniliary valve on the ahead turbine likewiseconnected with the mechanism for throwing the train brakein' and out-andadapted to be opened by'the saidniechanisn -when the vtrain brake. isthrown in for allo *ing working steam to flow into the ahead turbine forbraking purposes during-the running back wards of the locomotive.

4t. In a turbine locomotive comprising an ahead turbine'andwaback-turbine, train brake-anda mechanism for throwing the brakein.andiout both turbines being: provided eachwith anauzziliai-y valve,connecting meansv between these valves and the mechanism for throwlngthe traiiubrake inaand. out,.the auxiliary valve of theback?turbinefibeing:adapted to be opened so-as toiallow working steam tobe supplied to the, back turbine when the train bra he .is thrown in,during the running forwards of the locomotive, while the auxiliaryvalveotthe ahead turbine is adapted. to be openi'fd sons to allowworkingsteam to be supplied to the ahead turbine when the train brake is thrownin during the running backwards: of 'the locomotive, each of theauxiliary walvesbeing, of such, dimensions to cause theeffort producedby the braking turbineduiingthe' act of brakingito be approximatelyequal to the rotary energ I oi"? he i'otating part-sci the drivingengines.

5. In a tuirbine locolnotive comprising an ahead turbineand. a backturbine, a train bra te andi-a mechanism for throwingflthe brake; in iand out, both. turbines .being ded; each. with auxiliary valve, andvalvesibeing COYl11Ct6C b I 5 easily releasa-ble rcoupling with. the.mechanism for throwing the ptrain braliein and out.

The foregoing specification; signed at Essen, Germany, this sixteenthday of November, 1923. r

:REINHARD KLINGELHGFFER.

auxiliary

